Xregistering m mechanism



W. ARTHUR.

REGISHZRING MECHANISM.

APPLICATION FILED MAR. 19. 191 s. RENEWED MAR. [3,1919.

' Patented Oct. 21, 1919.

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Mam flr attoznc THE COLUMBIA PLANOGIAPH c0" WASHINGTON, D. c

WILLIAM ARTHUR, or NEW HAVEN, CONNECTICUT.

'REGISTERINGMECI-IANISM.

. Specification of Letters Patent.

Patented Oct. 21, 1919.

Applicationfiled Marchlt), 1918, Serial No. 228,338. 'Renew edMarch 13, 1919. Serial No. 282,492.

ToaZZ whom it may concern:

Be it known that 1, WILLIAM ARTHUR, a subject of the King of England, residing at New -Haven, in the county of New Haven and State of Connecticut,have invented certain new and useful Improvements in Registering Mechanisms, of which the following is a specification.

, This invention relates to certain new and "useful improvements in registering mecha nisms, and pertains more particularly to a mechanism of this type wiich is employed of the motorman of trolley and like cars.

The invention isessentially an improvement upon my Patent No.11233637 issued July 17,'1917.

-Under certain circumstances it able to measure other factors in addition .to stops and slow downs,: for example the length of time the power is on, and the pres ent invention therefore aims to provide a device of this character which will register stops and slow downs as well as the length of time the power is on. 1

If a motorman' puts power into his car and gets it up to speed andthen applies the brakeunnecessarily, he'slows down the car,

and is forced toapply more power to bring;

the car up tospeed again. Braking time, therefore, ;is a measure of efficiency when combined with stops and slowdowns as instancedin'my aforesaid patent. On the other hand, if a motorman applies his brakes unnecessarily, he is forced to put on ower again in order to get up to speed again, so that power-on time, combined with stops and slowdowns is an indication of relative efiiciency. 'Motormen frequently keep the power on longer than is necessary, so that any device that will encourage running with. power shut ofi' as soon as possible, and as much as possible, will increase the saving of power.

It is therefore an object of t e invention toembody a power-on register in the same device with the stop and slowdown register, since the extent to which a motorman will be forced to keep his power on will depend upon the amount of traffic or passengers he has to carry, but the greater the number of )assengers he carries, the more stops and s owdowns he will have to make to take on or let off passengers. If, there- :fore, it motorman operating a. car onaceris desir 'ning the air. a motorman 1s fanning the air, as it is tain line shows-a long power-on time, this .once possible to ascertain whether the motorman when compared with other motormen' iseflicient or not."

The combination of the two features in one-mechanism is also of value as indicating theefficiency of the car crew as a whole, i. 0., for the purpose of determining the efficiency of both motorman, and conductor. The

i manner in which the efficiency of the motorman is shown has already been explained, but the device also serves as a check upon the work of the conductor. 'For instance if a-conductor is slow in opening theldoors or lax in helping the passengers in andout of the car, time will be lost and to make up for this power must be kept on longer. The honesty of the conductor is also indicated, for if on any given line the I stop and slowdown register consistently shows a largetraffic and the conductor turns in fewer fares at the end of the day than others on the same line and in proportion to the registration then it is evident that either the motorman is making unnecessary stops and slowdowns or that the conductor is dishonest and ineither case a basis for further investigation is: established.

The device also tends to eliminate the bad habit which some motormen have of fan- One of the worst habits of called which" consists in throwing the brakes on and off repeatedly when making a stop, instead of stopping smoothly. This results in the uncomfortablejerking about 'ofpas sengers, and in addition, wears away brake valves, seatings, governors, compressors, compressor motors, etc. It also wastes compressed air and wastes power, by requiring the more frequent pumping up of the reserful.. The device checks this, for each timev a motorman fans the air the device'registers one against him and thus eflectively eradicates this bad habit.

The sto land slowdown feature has amarked 'e ect upon safety of operation as follows:

(ayBy eliminating unnecessary stops and sIOW-QOWns such as wouldtbe caused,

.100 voir.all.o'f which is annoying and wastefor intance, by running too close to the car ahead, power is saved, and

(b) By encouraging the motorman not to run too close to the car ahead, an increase in safety of operation is attained. Most serious rear end collisions occur by motormen running at high speed too close to the car ahead. To produce these high speeds requires that extra power must be put into a car, and to avoid collision with the car in front required that an excessive number of stops and slowdowns must be made.

Further, the invention aims to provide a device which may be contained in its entirety in a single and comparatively small case, and in which simplicity prevails as concerns not only the parts employed to carry the invention into practice, but also as concerns the number of such parts.

Other and further objects will be later set forth and of themselves manifested in the course of the following specification.

In the drawings:

Figure 1, is a front elevation, the case being shown in section,'and

Fig.2, is a section on line 2 2 of Fig, 1.7

In proceeding in accordance with the present invention, a case 1, is employed, leading into which is the pipe 2, the latter being in the air feed line of the air brake system so that operation of the brakes will create air pressure in the pipe 2 and in a cylinder3 connected to the pipe. A plunger it having a rod or stem 5 is slidably mounted in the cylinder and has an arm 6, rigidly secured to its upper end. A pin 7 is 0011- nected to the arm and operates in a slot 8 formed in an arm 9 that is rigidly secured to the shaft 10, of a register 11.

A suitable clock-works 12 is mounted in the case, preferably above the cylinder 3, being suitably supported by a bracket 12'. In mesh with the master gear 18 of the clock works, is a pinion 14 mounted on a shaft 15 which latter is operatively connected to the register 16 so as to actuatethe latter. electro-magnet 17 is arranged to one side of the clock works and is supported by a bracket 18 secured to the rear wall of the case. The electromagnet is arranged in any suitable manner in the motor controlling circuit S, for example as indicated at W so that whenever the motor controller C is actuated to move the car the electro-magnet will be energized. Disposed above the electro-magnet is an arm 19 carrying an armature 20, the arm being rigidly secured to a shaft 21, suitably supported by the clock-works. The arm 19 is normally held 1n the up position depicted in Fig. 2, by a COll spring 22, secured to the case top.

The balance wheel shaft 23 of the balance wheel 25, has a brake 'wheel or disk 24 rigidly mounted thereon, for engagement with a light curved spring 26 carried by an arm 27 that is rigidly mounted on the shaft 21. This curved spring acts as a braking device and a starter for the clock-works, as well, by bearing with sufiicient pressure on V and against the brake wheel 2 1 so as to hold the clock-works inactive as shown in Fig. 2, but upon upward movement, to wipe against the brake wheel and start the clock.

In operation, it will be apparent that whenever the brake is applied, air entering cylinder 3, will move the plunger 1, to its extreme of upward movement, rocking arm 9, and causing a corresponding movement of the shaft 10, which operates the register 11. Release of the air brakes will cause the pressure in cylinder 3, to be relieved and the plunger will gravitate to its limit of down movement, thereby registering one time of brake operation.

l/Vhenever the power is on, the electromagnet 17, will be energized, attracting armature 20, and through arm 19, rocking shaft 21, to thereby cause a corresponding movement of the arm 27 carrying the spring 26. The spring 26 traveling upwardly wipes against or over the brake wheel periphery 24, and starts the clock, and since the latteris connected by the pinion 14, to the clock, the shaft 15' will be operated and in turn will operate the upper register as long as the 'clock continues movement. When the power is shut off, spring 22, will raise the arm 19, and again bring the parts to the position of Fig. 2, in which position the clock is stopped or rendered inactive, due to the braking action of the spring 26. Con sequently when the car coasts, the upper register is quiescent, and is held in such position by the braking spring 26.

A valve 80, if desired may be placed in the pipe 2 to cut off the brake register if for any reason it is not desired to register the times of brake application. A

The term registering mechanism is used in the sense of mechanism which will register or record time, and any of the well known recording mechanisms which are self printing are also comprehended.

That is claimed is 1. A registering mechanism for determining the efficiency of motormen and the like, including a register controlled by the brake controller for indicating each time the brake is applied, a second register for indicating only the period throughout which the current is kept on, and means controlled by the motor controller for operating the second" register.

2. A registering mechanism for determining the elliciency of motormen and the like, including a clock mechanism, means for norm ally holding the clock mechanism inactive, a register operatively connected to the clock mechanism for indicating only the period.

during which the power is kept on, and means controlled by the motor controller for rendering the clock active whenever and throughout the time the power is applied.

3. A registering mechanism for determining the efiiciency of motofmen and the like, including a clock mechanism means for normally holding the clock mechanism inactive, a register operatively connected to the clock mechanism for indicating only the period during which the power is kept on, an electro-magnet in circuit with the motor controller so as to be energized whenever the power is applied, an armature under the influence of the electro-magnet, and means controlled by the armature for starting and stopping the clock at the inception and termination respectively of the period during which the power is applied.

l. A registering mechanism for determining the efiiciency of motormen and the like, including a clock mechanism, means for normally holding the clock mechanism inactive, a register operatively connected to the clock mechanism for indicating only the period during which the power is kept on, an electro-magnet in circuit with the motor controller so as to be energized whenever the power is applied, a shaft, an arm rigid on the shaft and carrying an armature under the influence of the electro-magnet, a spring for normally holding the arm in raised position with the armature out .of engagement with the electro-magnet, and starting and stopping means for the clock mechanism carried by the shaft. Y

5. A registering mechanism for determining the efficiency of motormen and the like, including a clock mechanism, means for normally holding the clock mechanism inactive, a register operatively connected to the clock mechanism for indicating the period during which the power is kept on, an electro-magnet in circuit with the motor controller so as to be energized whenever the power is applied, a shaft, an arm rigid on the shaft and carrying an armature under the influence of the electromagnet, a spring for normally holding the arm in raised position with the armature out of engagement with the electro1nagnet, an arm on the shaft, a brake wheel on the clock mechanism, and a curved leaf spring on the last named arm engaged with said brake wheel to start and stop the clock.

6. A registering mechanism. for determining the efliciency of motormen and the like, including a clock mechanism, a register operatively connected to the clock mechanism, electrically controlled means for starting and stopping the clock mechanism, and means controlled by the motor controller alone for operating said electrically controlled means only when the power is on.

7. A registering mechanism for determining the efficiency of motormen and the like, including a clock mechanism, a register operatively connected to the clock mechanism, energizable means for starting and stopping the clock mechanism, and means controlled by the motor controller alone for energizing said energizable means only when the power is on.

8. A registering mechanism for determining the efliciency of motormen and the like, including a register, means for operating said register, means to start and stop said operating means, and means controlled alone by the motor controller for actuating said starting and stopping means to start and stop said operating means at the inception and termination respectively of the poweron period. 9. A registering mechanism for determining the efliciency of motormen and the like, including a power-on register, means normally inactive when the power is off to operate the register, and means controlled alone by the motor controller for rendering said first named means active when the motor controller is on.

10. A registering mechanism for determining the efficiency of motormen and the like, including a power-on register, means normally inactive when the power is off to operate the register, mechanical means to render said first named means active when the power is applied and to render same inactive when the power is shut off, and energizable means controlled by the motor controller alone for actuating said mechanical means.

In testimony whereof I afiiX my signature.

WILLIAM ARTHUR.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. C. 

